Priming device



Patented June 5, 1928. 'I I y UNITED STATESl PATENT OFFICE.

MORRIS J. GOLDBEBG, OF BELOIT, WISCONSIN, ASSIGNOB TO FAIBBANKB, HORSEC0.,

OF CHICAGO, ILLINOIS, A CORPORATION OF IIJLINOIS.l

rn'IivirNc DEVICE, Application mea september' 24, ma .serial NQ.664,478;

My invention relates to improvements in a stop pin preventing theclosure'of tube priming devices for internal combustion enby check valven gines, and has for its object a device'which. I may, however, dispensewith by-pass may be peimanently attached to the engine,v (16) andpassage and permit the disis'eas'y and simple of operation and simplecharge from cup (1) to pass into cup (22) 60 of manufacture. 1preferably perforated and attached below My invention willlbe bestunderstood from tube (10) and preferably situated in scavthe followingdescription and drawing, enger passage n showing its application to ahorizontal en' When the engine is turned over by hand 10 gine of thetwo-cycle type employing crank and starting with the iston in itsextreme o5' case compression. Though my invention crank end position(18d), as it moves toward consists largely iii the construction andv arthe head end it tends to produce a vacuum rangement of parts hereinafterdescribed and in the crank case, drawing 4atmospheric air particularlypointed out in the claims, yet in through the automatic valve usuallypro- 15 I do not limit my invention to the precise vided. his vacuumalso extendslthrough 70 ferm or construction of parts shown or the theequalizing tube (16)., tube (10) and several parts thereof, inasmuch asvarious Chamber (6). Atmospheric air will, at this alterations ma" bemade without changtime, enter through opening (2) in the cu ing thescope o my invention. Cover through tube (7) and chamber (6%)y 20. Inthe drawing Fig. 1 is a view, partly and will tend to carry any liquidthat has 75 in section, showing a preferred forni of my dropped throughthe open needle valve (3) invention; and Fig. 2' is a view of a modifieddOwn past the check valve, the tube (10) and form of my inventionl whichmay be used. thrOugh the retardant means (13).

In the drawings (1) is a cup adapted to hold When on the furtherrotation of the en- 26 a small supply of gasoline or other desirablegine the piston returns' and crosses open- 8ov fuel which may beintroduced through a 111g (14), its 1n position (19), the pressure hole(2) in the @over 0r by any other @0nwhich has been developed in thecrank case venient means. In thebottomof this cup the crankward movementof the iston is anopenng (3) Shown Closed by needle will vfill theequalizing passage (16 vand valve v(4), preferably operated by a handlethe VertlCl pSSge and (10) UP t0 85 (5) outside. Below the valve controloutthe Check (9)5 Wh'lCh Wlu beheld CIOSed by l let (3) there may be asmall passage or the pressure. This pressure is suiicient to Chamber (6)vented t0 the 'atmosphere by introduce a charge of air into the cylindertube (7). In the outlet (8) from chamber which is then near atmosphericpressure,

(6) is a check valve (9) arranged to prethe exhaust opening being incomniunica- 90 vent pressure or gases passing upward tion with theatmosphere. The liquid from through this kopening into chamber (6). tube(111), miXed With air, forms an eXplo- Below this check is a tube (10)opening into sive mixture, which on high compression a larger tubeforming a chamber (11); At fires veryreadily. After the engine is thelower end of tube (11) is a restriction started, the priming device maybe cut out 95 (12) having a smaller opening (20) through 1n the mannershown or .in any other suitit. This restriction serves the purpose ofable manner. y 'p e y` retaining some retarding material (13) Bylocating the auxiliary port 14 in the which' may be of fibrous materiallike mincylinder wall of the engine into or in close eral wool or it maybe as indicated in our proximity to the air port 15 it will be seen 100sketch `a piece of flat `metal bent up into a that I have provided meansfor preventing spiral shape. Below outlet (20) the pasfuel from beingsucked back into thev crank sage enters the cylinder at auxiliaryvfuelcaseof the engine. The port 14 will be evif supply or priming port(1a),'this port comdently uncovered for only a" very short 5o ing intoor in close proximity to the vair inpart of the beginning of the upward105 let port (15). Below the check valve (9) stroke of the piston andvery little of there is connected into this passage a pres-v the gases`in the vcylinder'V will be' sucked sure equalizingv tube or by-passconduit back through the chamber 11, because (16), this being connectedalso into the the port is only open for a short inter- 5 scavenging airpassage at (17). Pin (21) is val of time and vonly when thek crank 110priming fuel, and comprising means for case suction is at a minimum andpractically negligible. Fuel is further prevented from entering thecrank case by the use of tube l0, Which projects past the opening ofconduit 16 and down vinto chamber 11,: Whilel show chamber ll,A it isevident this cham.- ber may be omitted and that the by-,pass conduit 16may be formed in a continuous piece so as to connect with priming port14. It is evident that while I describe my device asbeing applied to aninternal combustion engine forpriming purposes it may be employed insuch an engine in any case where any auxiliary' fuel feed device isadvantageous. F or example, under certain conditions, particularly atno-load, it is difficult to keep an engine ruiming efficiently on theheavier hydro-carbone, due to the lowering in temperature ofcylinder'walls, combustion chamber', etc. In such a case my devicecould, be employed with efficiency and economy as an auxiliary` fuelfeeding device for idling purposes I do not with to be limited. in theapplication of my device, therefore, to

' purposes only.

claim:

l. In an auxiliary fuel feed device adapted to be applied to an internalcombustion engine having crank case compression, a bypass conduitcomprising means limiting the lOW of fuel into the crank case, one endof the conduit being in direct communication with a cylinder' of theengineand the other end in communication with a scavenging passage ofthe. engine, said conduit being adapted thereby, to utilize suction insaid passage for fuel intake to said conduit, and to utilize pressure insaid passage for expelling the fuel to the cylinder.

2. In an auxiliary fuel feed device adapted to be yapplied to anvinternal combustion enginehaving crank case compression, a' bypassconduit adapted to deliver an auxiliary limiting the How thereof to thecrank case, one-end of the conduit being in direct communication withacylinder of the engine and the other end in communication With thescavenging conduit of they engine, and means adapted to utilize asuction in said scavenging conduit for supplying fuel to said by-passconduit.n

3. In an auxiliary fuel feed device adapted to be applied to an internalcombustion engine having crank case compression, a bypass conduit havingone end terminating in a cylinder of the engine and the other end incommunication with the scavenging air passage of the engine, meansadapted to utilize a partial vacuum in said passage for supplying fuelto said by-pass conduit, and fuel retarding means in said by-passconduit, the conduit being so constructed and disposed .as to limit-theflow of fuel to the crank case. 4. In an auxiliary fuel feed deviceadapted to lbe applied to an internal combustion engine having crankcase compression, a bypass conduit having one end in communication witha port in the cylinder of said engine'and the other end-in communicationwith the scavenging wpassage of the engine,

whereby a suction in said passage is utilized to said conduit, and meansflow of fuel into the crank ed tobe applied to anv internal combustionengine having lcranky case compression, a bypass conduitphaving one endadapted to be placed in communication witha port in the cylinder of saidengine and the other end adaptedto be placed incommunication with thecrank case of the engine, means for supplying fuel to said conduitwhereby fuel mayv be drawn into said conduit byY crank'case suctionanddriven out of said conduit into .said cylinder by crank casepressure, and

means for limiting the flow'of fuel into the" crank case.

6. In a gas engine, a ley-pass conduit inV communication with the crankcase and en tering the cylinder between the scavenging port and theheadend of the cylinder, an auxiliary fuel supply adapted to augment themain fuel light-load operation of the engine, the auxiliaryofuel beingintroduced to said by-pass conduit by crank case suction, and a valvecontrolling said fuel supply, the fuel supply connection and conduitbeing so Vdisposed as to limit the flow of fuel into the crank case. Ina gas engine having a by-pass conduit in communication with the crankcasel and entering the cylinder between ythe scavenging port and thehead end of the cylinder, a fuel supply connectedy tosaid by-passvconduit, a valve controlling' said fuel supply, said valve beingadapted to be-ac'tuated byV crank case suction to deliver fuel 'to saidconduit, and means associated with the fuel supplyv and conduit forpreventing the flow of fuel into the crank case. 4 y

8. In a priming device, a by-pass conduit in, communication with thecrankcase of an engine and connected to the cylinder ofthe enginebetween the scavenging port and the head end of the cylinder, a `fuelsupply means operative under the influence ofa periodic crank casesuction, fuel means, means for back to the 'crank ling the admissionLlimiting the flow of fuel case, and a valve controlof fuel intothe'by-pass.

supply during 'priming' and retarding l iio izo

9. In combination with an auxiliary fuel feed device adapted to augmentthe normal running fuel supply for an internal combustion engine, acylinder yhaving. an auxiliary fuel port therein, a piston adapted toopen and close said port, a scavenging air passage, a by-pass conduitbetween said passage and said port, anda fuel supply in said conduit,comprising means retaining the fuel from iso the scavenging air passage,said conduit bein adapted to receive a fuel charge under in uence of aperiodic suction inl said air passage, and adapted to utilize a pressurein said passage to expel the fuel fromy said conduit to the cylinder. 1

l0. In combination With an' auxiliary fuel feed device for an internalcombustion engine, a cylinder having an auxiliary priming ort therein, acrank case, a piston adapted to open and close the port, a bypassconduit between the port and the crank case, means for introducing apriming fuel in said conduit, and a tortuous passage for the fuel,through a portion'of said conduit.

l1. In combination With an auxiliary fuel feed device for an internalcombustion engine, a cylinder having an auxiliary priming port therein,a crank case, a piston adapt-l ed to open and close ythe port, a by-passconduit between the port and the crank case, and valve controlled meansfor supplying fuel to said conduit by crank ycase suction.

12. An auxiliary fuel feed device adapted to be removably positioned inthe scavenging YWay air passage of an internal combustion engine,comprising a body having a fuel passagen therein, and a spiral fueldistributing surface adapted to be positioned in the line of flow of thescavenging air, the fuel passageway being so disposed and connected withthe engine as to limit the fiow ofthe fuel tothe crank case through thescavenging air passage.

13. Anauxiliary fuel feed device adapted to Vbe removably connected to apriming port adjacent the scavenging air passage o an internalcombustion engine, comprising a f member havin valve in said uelpassage, and a fuel distributing surface, the fuel feed device being inair under pressure for introducing a priming fuel engine, to augment thenormal running fuel, and the device being further adapted to receive acharge of the priming fuel under influence of a periodic crank casesuction.

MORRIS J. GOLDBERG.

a fuel passage therein, al

for light-load operation of the radapted to divert a portion of thescaveng-v v

